TWI779911B - Brake stabilization system and method therefor - Google Patents

Abstract

The invention discloses a brake stabilization system and method thereof, which controls multiple wheels on a single axle of a land vehicle. First, at least one of the wheel deceleration and the actual slip of each wheel is detected, and a brake signal is used to determine that there is a brake operation and the wheel deceleration is greater than the first preset value or the actual slip is greater than the second preset When the value is set, multiple hydraulic control commands are generated. A plurality of hydraulic control commands are used to drive a hydraulic braking device mounted on multiple wheels to reduce the wheel speed of each wheel and control the wheel speed to be greater than 0 during the braking process. When the land vehicle is running straight or turning with the first attitude physical quantity, the hydraulic control command with high priority is used to replace the hydraulic control command with low priority, and the same multiple hydraulic control commands are used to drive the hydraulic brake device to control multiple wheels wheel speed, thereby improving braking stability.

Description

Brake stabilizing system and method thereof

The present invention relates to a braking technology, and in particular to a braking stabilization system and method thereof.

Land vehicles such as motorcycles or cars can speed up people's movement, so they are widely used in daily life. However, faster movement speeds are accompanied by certain risks, so these vehicles need to cooperate with good braking systems to reduce high-speed movement. time risk. Generally speaking, the higher the braking force of the brake, the better the braking effect, but if the braking force is higher than the grip of the tire, the tire will be locked, which will further cause the tire to slide relative to the ground, so the vehicle is prone to loss of control crisis.

For this reason, some people in the industry have developed an anti-lock braking system (Anti-lock Braking System, ABS). The brake disc brakes and releases quickly (intermittent braking). At this time, the brake disc is not always in a state of excessive braking force, so it is less likely to lock the brake disc and tires when the vehicle brakes. That is to say, when braking The tires can still rotate relative to the ground at a speed commensurate with the moving speed of the vehicle, so that the tires of the vehicle can maintain better friction with the ground, further enabling the vehicle to be controlled by the driver. Suppose a road vehicle has two wheels on a single axle, and it may have multiple axles. When a land vehicle that is not equipped with an anti-lock braking system travels in a straight line and applies sudden brakes to the wheels, when the static friction force to be used exceeds the limit value that the road surface can provide, the wheels will be locked. When a land vehicle equipped with an anti-lock braking system brakes the wheels suddenly, the wheels will not be locked, but the anti-lock braking system will not simultaneously balance all the wheels on a single axle. In addition, when a land vehicle equipped with an anti-lock braking system turns and performs sudden braking, the wheels of either the front axle or the rear axle may still be locked, causing the land vehicle to easily deviate from the intended driving track or due to the lateral friction of the wheels Too small and slippery.

Therefore, the present invention is aimed at the above problems, and proposes a brake stabilization system and its method to solve the problems caused by the prior art.

The invention provides a braking stabilization system and method thereof, which improve braking stability.

In an embodiment of the present invention, a braking stabilization system is provided in a land vehicle, and the braking stabilization system includes a hydraulic braking device and an electronic control unit. The hydraulic brake device is arranged on multiple wheels on the single axle of the land vehicle, and the electronic control unit is coupled or connected with the hydraulic brake device and a dynamic sensing device, and the dynamic sensing device is arranged on the land vehicle. The electronic control unit uses the dynamic sensing device to detect at least one of the wheel deceleration and the actual slip of each wheel, and receives a braking signal in the electronic control unit to judge that there is a braking operation and the wheel deceleration is greater than the first When a preset value or the actual slip is greater than a second preset value, the electronic control unit generates multiple hydraulic control commands. All hydraulic control commands are used to drive the hydraulic brake device to reduce the wheel speed of each wheel and control the wheel speed of each wheel to be greater than 0 during the braking process. All hydraulic control commands include a boost command, a pressure sustain command, or a pressure release command. The priority of the pressure release command is higher than that of the pressure sustain command, and the priority of the pressure sustain command is higher than that of the boost command. When the electronic control unit uses the dynamic sensing device to determine that the land vehicle is traveling straight or the land vehicle is turning with the first attitude physical quantity greater than 0 and less than the third preset value, the electronic control unit replaces the low with the hydraulic control command with high priority. Priority hydraulic control command, and drive the hydraulic brake device with the same hydraulic control command to control the wheel speed of all wheels on the single axle.

In one embodiment of the present invention, the electronic control unit uses the dynamic sensing device to determine that when the land vehicle is turning with the first attitude physical quantity, the target slip of each wheel is reduced, and the same hydraulic control command is used to drive the hydraulic brake device to control The actual slip of each wheel is close to its corresponding target slip.

In one embodiment of the invention, all wheels include the first wheel and the second wheel wheel. When the land vehicle is driving on a lane, and the electronic control unit uses the dynamic sensing device to determine that the land vehicle turns to the inside of the lane with the second attitude physical quantity greater than or equal to the third preset value and smaller than the fourth preset value, The first wheel is close to the outside of the lane, and the second wheel is close to the inside of the lane. The electronic control unit drives the hydraulic brake device with a pressure release command to increase the wheel speed of the first wheel and increase the target slip of the second wheel. Or the boost command drives the hydraulic brake device to control the actual slip of the second wheel close to the target slip.

In one embodiment of the present invention, the electronic control unit uses the dynamic sensing device to judge that when the land vehicle is turning with the third attitude physical quantity greater than or equal to the fourth preset value, the hydraulic control command with high priority is used instead of low priority The same hydraulic control commands are used to drive the hydraulic brake device to control the wheel speeds of all the wheels on the single axle.

In an embodiment of the present invention, the dynamic sensing device includes a plurality of wheel speed sensors, a rotation angle sensor and a posture sensor. All the wheel speed sensors are respectively set on all the wheels, and are coupled or connected to the electronic control unit, wherein all the wheel speed sensors are used to respectively sense the wheel speeds of all the wheels, and the electronic control unit is used to receive the wheel speeds of all the wheels , and estimate the vehicle speed of the land vehicle accordingly, the electronic control unit is used to detect at least one of the wheel deceleration and the actual slip difference according to the vehicle speed and the wheel speeds of the plurality of wheels. The rotation angle sensor is arranged on the steering mechanism of the land vehicle, and is coupled or connected to the electronic control unit, wherein the rotation angle sensor is used for sensing the rotation angle of the steering mechanism. The attitude sensor is coupled or connected to the electronic control unit and installed on the land vehicle, wherein the attitude sensor is used to sense the actual attitude physical quantity of the land vehicle, and the electronic control unit is used to receive the rotation angle and the actual attitude physical quantity, and judge accordingly The land vehicle travels in a straight line or turns with the first attitude physical quantity.

In one embodiment of the present invention, the attitude sensor includes a gyroscope, an inertial measurement unit (IMU), an inclination estimator, an inclination velocity estimator, a yaw angle estimator, a yaw rate estimator, Acceleration gauges or combinations thereof.

In one embodiment of the present invention, the hydraulic brake device includes a plurality of brake discs, Multiple brake calipers and a hydraulic control unit (Hydraulic Control Unit, HCU). All brake discs are respectively arranged on all wheels, wherein all brake discs are used to rotate with all wheels respectively. The positions of all brake calipers correspond to the positions of all brake discs respectively. The hydraulic control unit is coupled or connected to the electronic control unit and connected to all brake calipers. When the electronic control unit judges that the land vehicle is traveling straight or the land vehicle is turning with the first attitude physical quantity, the electronic control unit drives the hydraulic control unit to squeeze all the brake calipers with the same all hydraulic control commands, and then controls all the brake calipers to rub against all the brakes respectively. Discs to control the speed of all wheels on a single axle.

In one embodiment of the present invention, the brake signal is a brake voltage value, and the electronic control unit is coupled or connected to a brake switch signal of the land vehicle. The electronic control unit receives a controllable voltage value from the brake switch. When the brake switch of the land vehicle is turned off, the controllable voltage value is not equal to the brake voltage value. When the brake switch of the land vehicle is turned on, the controllable voltage value is equal to the brake voltage value.

In one embodiment of the present invention, a brake stabilization method controls multiple wheels on a single axle of a land vehicle. The brake stabilization method includes the following steps: detecting at least one of the wheel deceleration and the actual slip of each wheel , and use a brake signal to determine that there is a brake operation and the wheel deceleration is greater than a first preset value or the actual slip is greater than a second preset value, generating a plurality of hydraulic control commands. All hydraulic control commands are used to drive the hydraulic brake device installed on all wheels to reduce the wheel speed of each wheel and control the wheel speed of each wheel to be greater than 0 during the braking process. All hydraulic control commands include boost command, pressure hold command or Pressure relief command, the priority of the pressure relief command is higher than that of the pressure maintenance command, and the priority of the pressure maintenance command is higher than that of the pressure increase command. When the land vehicle is traveling in a straight line or the land vehicle is turning with a first attitude physical quantity greater than 0 and less than the third preset value, replace the hydraulic control command with high priority with the hydraulic control command with high priority, and use the same All hydraulic control commands drive hydraulic brakes to control the wheel speeds of all wheels on a single axle.

In one embodiment of the present invention, when the land vehicle is turning with the physical quantity of the first attitude, the target slip of each wheel is reduced, and the same hydraulic control command is used to drive the hydraulic brake device to control the actual slip of each wheel close to its target slip. The corresponding target slippage.

In an embodiment of the present invention, all the wheels include the first wheel and the second wheel. When a land vehicle is driving on a lane and turns to the inside of the lane with a second attitude physical quantity greater than or equal to the third preset value and less than the fourth preset value, the first wheel is close to the outside of the lane, and the second wheel Near the inner side of the lane, drive the hydraulic brake device with the pressure release command to increase the wheel speed of the first wheel and increase the target slip of the second wheel, and drive the hydraulic brake device to control the actual situation of the second wheel with the pressure hold command or boost command The slip is close to the target slip.

In one embodiment of the present invention, when the land vehicle turns with the third attitude physical quantity greater than or equal to the fourth preset value, the hydraulic control command with high priority is used to replace the hydraulic control command with low priority, and the same All hydraulic control commands drive hydraulic brakes to control the wheel speeds of all wheels on a single axle.

Based on the above, the brake stabilization system and its method control the braking hydraulic pressure corresponding to all the wheels on a single axle to be the same when the land vehicle performs the anti-lock mechanism for braking, so as to improve the braking stability. In addition, when the land vehicle is turning, the actual slip of the wheels and the target slip are controlled to improve the turning stability.

In order to make your review committee members have a further understanding and understanding of the structural features and the achieved effects of the present invention, I would like to provide a better embodiment diagram and a detailed description, as follows:

1: Hydraulic brake device

11: Brake disc

12: Brake calipers

13: Hydraulic control unit

131: supercharger

132: motor

1331: The first one-way valve

1332: Second one-way valve

1333: The third one-way valve

1334: The fourth one-way valve

1335: fifth one-way valve

1336: The sixth one-way valve

1337: Seventh one-way valve

1338: Eighth one-way valve

134: The first solenoid valve

135: Second solenoid valve

136: The third solenoid valve

137: The fourth solenoid valve

138: brake oil

2: Electronic control unit

3: single axle

4_1, 4_2: wheels

5: Dynamic sensing device

52: Wheel speed sensor

53: Corner sensor

54: Attitude sensor

6: Brake switch

B: Brake signal

W: wheel speed

U: Corner

T: Actual attitude physical quantity

S10, S11, S12, S14, S16, S18, S20, S24, S26, S28: steps

Figure 1 is a system block diagram of a brake stabilization system according to an embodiment of the present invention.

Fig. 2 is a schematic diagram of turning of two wheels on a single axle of an embodiment of the present invention.

Fig. 3 is a block diagram of a device for executing a boost command by a hydraulic control unit according to an embodiment of the present invention.

FIG. 4 is a block diagram of a device for executing a pressure sustaining command in a hydraulic control unit according to an embodiment of the present invention.

Fig. 5 is a block diagram of a device for executing a pressure relief command in a hydraulic control unit according to an embodiment of the present invention.

Fig. 6 is a flowchart of a method for stabilizing brakes according to an embodiment of the present invention.

Embodiments of the present invention will be further explained in conjunction with related figures below. Wherever possible, the same reference numerals have been used throughout the drawings and description to refer to the same or similar components. In the drawings, the shape and thickness may be exaggerated for the sake of simplification and convenient labeling. It should be understood that elements not particularly shown in the drawings or described in the specification are forms known to those skilled in the art. Those skilled in the art can make various changes and modifications according to the content of the present invention.

The disclosure is particularly described with the following examples, which are for illustration only, since various changes and modifications may be made by those skilled in the art without departing from the spirit and scope of the disclosure, and therefore this The scope of protection of the disclosed content shall be subject to the definition of the appended patent application scope. Throughout the specification and claims, the meanings of "a" and "the" include that such description includes "one or at least one" of the element or component, unless the content clearly specifies otherwise. Furthermore, as used in the present disclosure, singular articles also include descriptions of plural elements or components, unless it is obvious from the specific context that the plural is excluded. Also, as applied in this description and all claims below, the meaning of "in" may include "in" and "on" unless the content clearly dictates otherwise. The terms (terms) used throughout the specification and patent claims generally have the ordinary meaning of each term used in this field, in the content of this disclosure and in the specific content, unless otherwise specified. Certain terms used to describe the disclosure are discussed below or elsewhere in this specification to provide practitioners with additional guidance in describing the disclosure. anywhere throughout the specification The use of examples, including examples of any terms discussed herein, is for illustration only and certainly does not limit the scope and meaning of this disclosure or any exemplified terms. Likewise, the present disclosure is not limited to the various embodiments presented in this specification.

In addition, if the term "electrical (sexual) coupling" or "electrical (sexual) connection" is used herein, it includes any direct and indirect electrical connection means. For example, if it is described that a first device is electrically coupled to a second device, it means that the first device can be directly connected to the second device, or indirectly connected to the second device through other devices or connection means. device. In addition, if you describe the transmission and provision of electrical signals, those familiar with the art should be able to understand that the transmission of electrical signals may be accompanied by attenuation or other non-ideal changes, but if the source and receiver of electrical signal transmission or provision are not special In essence, it should be regarded as the same signal. For example, if an electrical signal S is transmitted (or provided) from terminal A of the electronic circuit to terminal B of the electronic circuit, it may pass through the source and drain terminals of a transistor switch and/or possible stray capacitance. A voltage drop is generated, but if the purpose of this design is not to deliberately use the attenuation or other non-ideal changes generated during transmission (or provision) to achieve certain specific technical effects, the electrical signal S is between the terminal A and the terminal of the electronic circuit. B should be considered as substantially the same signal.

The following descriptions of "one embodiment" or "an embodiment" refer to at least one specific element, structure or feature associated with one embodiment. Therefore, multiple descriptions of "one embodiment" or "an embodiment" appearing in various places below do not refer to the same embodiment. Furthermore, specific components, structures and features in one or more embodiments may be combined in an appropriate manner.

Unless otherwise specified, some conditional sentences or words, such as "can (can)", "maybe (could)", "maybe (might)", or "may" are usually intended to express that the embodiments of the present case have, However, it may also be interpreted as a feature, element, or step that may not be required. In other embodiments, these features, elements, or steps may not be required.

The following will provide a brake stabilization system and its method, which is to control the brake hydraulic pressure corresponding to all the wheels on a single axle when the land vehicle performs the anti-lock mechanism to brake, so as to improve the brake stability.

Figure 1 is a system block diagram of a brake stabilization system according to an embodiment of the present invention. Please refer to Fig. 1, the braking system is set in a land vehicle, which can be a locomotive or a car. The braking system includes a hydraulic braking device 1 and an electronic control unit 2 . The hydraulic brake device 1 is arranged on a plurality of wheels 4_1, 4_2 on the single axle 3 of the land vehicle. The electronic control unit 2 is coupled or connected to the hydraulic brake device 1 and a dynamic sensing device 5, and the dynamic sensing device 5 is arranged on a plurality of wheels 4_1, 4_2. For convenience and clarity, the number of wheels 4_1, 4_2 is two as an example. The electronic control unit 2 can be coupled or connected to a brake switch 6 of the land vehicle.

The following describes the operation process of the brake stabilization system. First, the electronic control unit 2 uses the dynamic sensing device 5 to detect at least one of the wheel deceleration and the actual slip of each wheel 4_1 , 4_2 . When the electronic control unit 2 receives a braking signal B and judges that the braking operation is performed and at least one of the first condition and the second condition is satisfied, the electronic control unit 2 generates a plurality of hydraulic control commands. The first condition is that the deceleration of each wheel 4_1, 4_2 is greater than the first preset value, and the second condition is that the actual slip of each wheel 4_1, 4_2 is greater than the second preset value. The first preset value and the second preset value can be determined according to requirements. For example, the brake signal B is a brake voltage value, and the electronic control unit 2 is used to receive a controllable voltage value from the brake switch 6 . When the land vehicle turns off the brake switch 6, the controllable voltage value is not equal to the brake voltage value. When the land vehicle turns on the brake switch 6, the controllable voltage value is equal to the brake voltage value. The present invention does not limit the way of receiving the braking signal B. A plurality of hydraulic control commands are used to drive the hydraulic brake device 1 to reduce the wheel speed W of each wheel 4_1, 4_2 and control the wheel speed W of each wheel 4_1, 4_2 to be greater than 0 during the braking process, so as to avoid locking each wheel 4_1 , 4_2. The plurality of hydraulic control commands include a boost command, a pressure sustain command or a pressure release command. Actual slip D=(V-W)/V, where V is the speed of the road vehicle. In other words, when at least one of the first condition and the second condition is satisfied, the electronic control unit 2 executes the anti-lock mechanism. In order to further improve the braking stability, the electronic control unit 2 sets the priority of the pressure relief command to be higher than that of the pressure-holding command, and the priority of the pressure-holding command is higher than that of the pressure-increasing command. order priority. When the electronic control unit 2 uses the dynamic sensing device 5 to judge that the land vehicle is traveling in a straight line or the land vehicle is turning with the first attitude physical quantity greater than 0 and less than the third preset value, the electronic control unit 2 uses the hydraulic control with high priority The command replaces the low-priority hydraulic control command, and uses the same hydraulic control command to drive the hydraulic brake device 1 to control the wheel speed W of the wheels 4_1, 4_2, so as to provide the maximum braking force to all the wheels 4_1, 4_2. When the land vehicle is a locomotive, the attitude physical quantity is the inclination or the inclination velocity. The inclination angle of the land vehicle is determined by the chassis of the vehicle body. When the normal vector of the chassis is perpendicular to the ground, the inclination angle of the land vehicle is set to 0 degrees; when the inclination angle does not change per unit time, the inclination speed is set to 0 degrees/second . When the land vehicle is a car, the attitude physical quantity is yaw angle or yaw rate. The yaw angle of the land vehicle is determined by the plane parallel to the body of the land vehicle and perpendicular to the ground. When the yaw angle is 0 degrees, the traveling direction of the land vehicle is perpendicular to the normal vector of this plane; when the inclination angle does not change per unit time, The yaw rate is set to 0 deg/s. For example, when the hydraulic pressure control commands of the wheels 4_1 and 4_2 are pressurization commands and pressure-holding commands respectively, and the land vehicle is running straight or turning with a physical quantity of the first attitude, the electronic control unit 2 drives the hydraulic brake device with the pressure-holding command 1 Control the wheel speed W of the wheels 4_1, 4_2. When the hydraulic pressure control commands of the wheels 4_1 and 4_2 are pressure release commands and pressure holding commands respectively, and the land vehicle is running straight or turning with the first attitude physical quantity, the electronic control unit 2 drives the hydraulic brake device 1 to control the wheels 4_1 with the pressure release commands , Wheel speed W of 4_2. When the hydraulic pressure control commands of the wheels 4_1 and 4_2 are pressure release commands and pressure boost commands respectively, and the land vehicle is traveling in a straight line or turning with the first attitude physical quantity, the electronic control unit 2 drives the hydraulic brake device 1 to control the wheels 4_1 with the pressure release commands , Wheel speed W of 4_2.

In order to improve the centripetal force during braking, the electronic control unit 2 can reduce the longitudinal target slip when the land vehicle is turning. Because each wheel 4_1, 4_2 has a maximum friction limit when the land vehicle is running. The maximum friction force is available for vertical and horizontal use at the same time, and a larger friction force in the horizontal direction will increase the lateral force and centripetal force of the road vehicle. Steady turns on land bikes , the electronic control unit 2 controls the longitudinal slip to become smaller, and maintains a large friction force and lateral force in the lateral direction, so as to improve the turning stability and centripetal force. In some embodiments of the present invention, when the electronic control unit 2 uses the dynamic sensing device 5 to determine that the land vehicle is turning with the first attitude physical quantity, the electronic control unit 2 can reduce the target slip of each wheel 4_1, 4_2, and The same hydraulic control command is used to drive the hydraulic brake device 1 to control the actual slip D of each wheel 4_1, 4_2 to approach its corresponding target slip. Preferably, the actual slip D can be less than or equal to its corresponding target slip. Both the actual slip D and the target slip refer to the longitudinal slip. For example, when the actual slip D and the target slip of the wheel 4_1 are originally 10% and 11%, respectively, the electronic control unit 2 can reduce the target slip of the wheel 4_1 to 7%, so that the actual slip D of the wheel 4_1 can be adjusted to 6%.

Fig. 2 is a schematic diagram of turning of two wheels on a single axle of an embodiment of the present invention. Please refer to Figure 1 and Figure 2, wheel 4_1 is used as the first wheel, and wheel 4_2 is used as the second wheel. In some embodiments of the present invention, the land vehicle is driving on a lane, and the electronic control unit 2 uses the dynamic sensing device 5 to judge that the land vehicle is greater than or equal to the third preset value and less than the fourth preset value When the second posture physical quantity turns to the inside of the lane, the first wheel is close to the outside of the lane, and the second wheel is close to the inside of the lane, the electronic control unit 2 can drive the hydraulic brake device 1 to increase the wheel speed W of the first wheel by releasing the pressure command, And increase the target slip of the second wheel, and drive the hydraulic brake device 1 to control the actual slip D of the second wheel close to its corresponding target slip with a pressure-holding command or a boost command. Preferably, the actual slip D of the second wheel The slip D may be less than or equal to its corresponding target slip. The third preset value and the fourth preset value can be determined according to requirements. The third preset value and the fourth preset value may be 10 degrees and 50 degrees respectively, but the present invention is not limited thereto. For example, when the actual slip D of the wheel 4_2 and the target slip are originally 10% and 11%, the electronic control unit 2 can increase the target slip of the wheel 4_2 to 13%, so that the actual slip D of the wheel 4_2 can be adjusted to 12%. In other words, the wheel speed W of the second wheel becomes lower. The wheel speed difference between the first wheel and the second wheel will help the land vehicle to turn to the inside of the lane to avoid the road vehicle Deviating from the intended driving track.

When the electronic control unit 2 uses the dynamic sensing device 5 to determine that the land vehicle is turning with the third posture physical quantity greater than or equal to the fourth preset value, the hydraulic control command with high priority is used to replace the hydraulic control command with low priority, and The same hydraulic control command is used to drive the hydraulic brake device 1 to control the wheel speed W of all the wheels 4_1, 4_2, so as to improve the braking stability.

In some embodiments of the present invention, the dynamic sensing device 5 may include a plurality of wheel speed sensors 52 , a rotation angle sensor 53 and a posture sensor 54 . The wheel speed sensor 52 , the rotation angle sensor 53 and the attitude sensor 54 are all coupled or connected to the electronic control unit 2 . The attitude sensor 54 may include a gyroscope, an inertial measurement unit (IMU), an inclination estimator, an inclination velocity estimator, a yaw angle estimator, a yaw rate estimator, an accelerometer or a combination thereof, but The present invention is not limited thereto. All the wheel speed sensors 52 are respectively arranged on all the wheels 4_1, 4_2, and the rotation angle sensors 53 are arranged on the steering mechanism of the land vehicle. All the wheel speed sensors 52 respectively sense the wheel speed W of all the wheels 4_1 , 4_2 . The electronic control unit 2 receives the wheel speed W of all the wheels 4_1, 4_2, and estimates the vehicle speed of the land vehicle accordingly. The electronic control unit 2 detects the wheel deceleration and the actual slippage according to the vehicle speed and the wheel speed W of the multiple wheels 4_1, 4_2. At least one of the differences D. For example, the estimated vehicle speed can be the real-time average wheel speed of the wheels 4_1, 4_2 or a reference vehicle speed, wherein the reference vehicle speed is obtained according to a preset deceleration and the initial average wheel speed of the wheels 4_1, 4_2. The rotation angle sensor 53 senses the rotation angle U of the steering mechanism, and the attitude sensor 54 senses the actual attitude physical quantity T of the land vehicle to determine whether the actual attitude physical quantity T is the first attitude physical quantity, the second attitude physical quantity or the third attitude physical quantity. The electronic control unit 2 receives the rotation angle U and the actual attitude physical quantity T, and judges accordingly that the land vehicle is traveling straight or turning with the first attitude physical quantity, the second attitude physical quantity or the third attitude physical quantity.

In some embodiments of the present invention, the hydraulic brake device 1 may include a plurality of brake discs 11 , a plurality of brake calipers 12 and a hydraulic control unit (HCU) 13 . All brake discs 11 are respectively arranged on all wheels 4_1, 4_2, and all brake cards The positions of the caliper 12 correspond to the positions of all the brake discs 11 respectively. The hydraulic control unit 13 is coupled or connected to the electronic control unit 2 and connected to all the brake calipers 12 . When the electronic control unit 2 judges that the land vehicle is traveling straight or the land vehicle is turning with the first attitude physical quantity, the second attitude physical quantity or the third attitude physical quantity, the electronic control unit 2 drives the hydraulic control unit 13 with the same or different hydraulic control commands Squeeze all brake calipers 12, and then control all brake calipers 12 to rub all brake discs 11 respectively, to control the wheel speed W, actual slip D and vehicle speed of all wheels 4_1, 4_2.

Fig. 3 is a block diagram of a device for executing a boost command by a hydraulic control unit according to an embodiment of the present invention. Please refer to Fig. 3, the hydraulic control unit 13 includes a supercharger 131, a motor 132, a first one-way valve 1331, a second one-way valve 1332, a third one-way valve 1333, a fourth one-way valve Valve 1334, a fifth check valve 1335, a sixth check valve 1336, a seventh check valve 1337, an eighth check valve 1338, a first solenoid valve 134, a second solenoid valve 135, a The third solenoid valve 136 and a fourth solenoid valve 137 . And the brake caliper 12, the supercharger 131, the motor 132, the first one-way valve 1331, the second one-way valve 1332, the third one-way valve 1333, the fourth one-way valve 1334, the fifth one-way valve 1335, the sixth one-way valve The one-way valve 1336, the seventh one-way valve 1337, the eighth one-way valve 1338, the first solenoid valve 134, the second solenoid valve 135, the third solenoid valve 136 and the fourth solenoid valve 137 are connected to each other through oil pipes, wherein the pressurized The device 131 has an oil storage chamber in which brake oil 138 is stored. The solid line represents the oil passage through which the brake oil 138 passes, and the dotted line represents the oil passage through which the brake oil 138 does not pass. The booster 131 is connected to the third one-way valve 1333 , the fourth one-way valve 1334 , the seventh one-way valve 1337 , the eighth one-way valve 1338 , the second solenoid valve 135 and the third solenoid valve 136 . The first one-way valve 1331 is connected to the second one-way valve 1332 , the motor 132 and the first solenoid valve 134 . The second one-way valve 1332 is connected to the motor 132 and the third one-way valve 1333 . The third one-way valve 1333 is connected to the fourth one-way valve 1334 , the seventh one-way valve 1337 , the eighth one-way valve 1338 , the second solenoid valve 135 and the third solenoid valve 136 . The fourth one-way valve 1334 is connected to the fifth one-way valve 1335 , the seventh one-way valve 1337 , the eighth one-way valve 1338 , the second solenoid valve 135 and the third solenoid valve 136 . Fifth one-way The valve 1335 connects the motor 132 with the sixth one-way valve 1336 . The sixth one-way valve 1336 connects the motor 132 and the fourth solenoid valve 137 . The fourth solenoid valve 137 is connected to the brake caliper 12 , the eighth one-way valve 1338 , the third solenoid valve 136 and the sixth one-way valve 1336 . The eighth one-way valve 1338 is connected to the seventh one-way valve 1337 , the second solenoid valve 135 and the third solenoid valve 136 . The seventh one-way valve 1337 is connected to the second solenoid valve 135 , the third solenoid valve 136 , the brake caliper 12 and the first solenoid valve 134 . The electronic control unit 2 is coupled or connected to the motor 132 , the first solenoid valve 134 , the second solenoid valve 135 , the third solenoid valve 136 and the fourth solenoid valve 137 .

When the hydraulic control unit 13 executes the pressurization command, the electronic control unit 2 opens the corresponding oil circuit through the second solenoid valve 135 and the third solenoid valve 136, and closes the motor 132, and through the first solenoid valve 134 and the fourth solenoid valve 137 closes the corresponding oil circuit. The supercharger 131 squeezes the brake oil 138, makes the brake oil 138 pass through the second solenoid valve 135 and the third solenoid valve 136, and increases the pressure to squeeze all the brake calipers 12, and then controls all the brake calipers 12 to rub against all the brake discs respectively 11, to reduce the wheel speed and vehicle speed of all wheels 4_1, 4_2.

FIG. 4 is a block diagram of a device for executing a pressure sustaining command in a hydraulic control unit according to an embodiment of the present invention. Please refer to FIG. 4, when the hydraulic control unit 13 executes the pressure maintaining command, the electronic control unit 2 turns off the motor 132, and through the second solenoid valve 135, the third solenoid valve 136, the first solenoid valve 134 and the fourth solenoid valve 137 Close the corresponding oil circuit. Because the brake oil 138 is limited between the first solenoid valve 134 and the second solenoid valve 135, and between the third solenoid valve 136 and the fourth solenoid valve 137, the brake oil 138 will keep squeezing all the brake calipers 12 and then control all the brake calipers 12 to rub against all the brake discs 11 respectively, so as to maintain the brake pressure and change the wheel speed and vehicle speed of all the wheels 4_1, 4_2 according to the brake pressure.

Fig. 5 is a block diagram of a device for executing a pressure relief command in a hydraulic control unit according to an embodiment of the present invention. Please refer to FIG. 5, when the hydraulic control unit 13 executes the pressure relief command, the electronic control unit 2 turns on the motor 132, and turns on the pair of valves through the first solenoid valve 134 and the fourth solenoid valve 137. The corresponding oil circuit is connected, and the corresponding oil circuit is closed through the second solenoid valve 135 and the third solenoid valve 136. The motor 132 will extract the brake oil 138 in the oil pipe to the oil storage chamber of the supercharger 131 to release the supercharger 131, so the brake oil 138 will reduce the pressure to squeeze all the brake calipers 12, and then control all the brake calipers 12 respectively All brake discs 11 are rubbed to reduce brake pressure and increase the wheel acceleration of all wheels 4_1, 4_2. Therefore, the brake oil 138 will pass through the first solenoid valve 134, the fourth solenoid valve 137, the first check valve 1331, the second check valve 1332, the third check valve 1333, the fourth check valve 1334, the fifth check valve One-way valve 1335 , sixth one-way valve 1336 , seventh one-way valve 1337 and eighth one-way valve 1338 .

The electronic control unit 2 will generate different hydraulic control commands to change the wheel speed W of the wheels 4_1, 4_2. When the wheel speed W of the wheel 4_1 changes corresponding to the pressure boost command, the electronic control unit 2 opens the corresponding oil passage through the third solenoid valve 136 , turns off the motor 132 , and closes the corresponding oil passage through the fourth solenoid valve 137 . When the wheel speed W of the wheel 4_1 changes corresponding to the pressure maintaining command, the electronic control unit 2 turns off the motor 132 and closes the corresponding oil circuit through the third solenoid valve 136 and the fourth solenoid valve 137 . When the wheel speed W of the wheel 4_1 changes corresponding to the pressure release command, the electronic control unit 2 turns on the motor 132 , opens the corresponding oil passage through the fourth solenoid valve 137 , and closes the corresponding oil passage through the third solenoid valve 136 . When the wheel speed W of the wheel 4_2 changes corresponding to the boost command, the electronic control unit 2 opens the second solenoid valve 135 and closes the motor 132 and the first solenoid valve 134 . When the wheel speed W of the wheel 4_2 changes corresponding to the pressure maintaining command, the electronic control unit 2 turns off the motor 132 and closes the corresponding oil circuit through the second solenoid valve 135 and the first solenoid valve 134 . When the wheel speed W of the wheel 4_2 changes corresponding to the pressure release command, the electronic control unit 2 turns on the motor 132 , opens the corresponding oil circuit through the first solenoid valve 134 , and closes the corresponding oil circuit through the second solenoid valve 135 .

Fig. 6 is a flowchart of a method for stabilizing brakes according to an embodiment of the present invention. Please refer to Fig. 1 and Fig. 6 below, to introduce the stabilizing method of the present invention. First, as shown in step S10 , the electronic control unit 2 uses the dynamic sensing device 5 to obtain the wheel speed W of each wheel 4_1 , 4_2 . catch Then, in step S11, the electronic control unit 2 calculates at least one of the actual slip D and the wheel deceleration of each wheel 4_1, 4_2. As shown in step S12, the electronic control unit 2 determines whether the brake signal B is received, if yes, proceed to step S14, if not, proceed to step S16. In step S16, the entire process ends. In step S14 , the electronic control unit 2 uses the dynamic sensing device 5 to estimate the vehicle speed. After step S14, proceed to step S18. As shown in step S18, the electronic control unit 2 determines whether the vehicle speed is greater than a preset speed, such as 10 km/h, if not, proceed to step S20, and if yes, proceed to step S24. In step S20, the brake operation is performed without performing the anti-lock mechanism. In step S24, the electronic control unit 2 determines whether the anti-lock mechanism has been implemented, if not, proceed to step S20, and if yes, proceed to step S26. For example, when the wheel deceleration of each wheel 4_1, 4_2 is greater than the first preset value or the actual slip D of each wheel 4_1, 4_2 is greater than the second preset value, the electronic control unit 2 determines that the anti-slip has been performed. Deadlock mechanism. And when the wheel deceleration of each wheel 4_1, 4_2 is not greater than the first preset value or the actual slip D of each wheel 4_1, 4_2 is not greater than the second preset value, the electronic control unit 2 judges that the anti-lock is not performed dead mechanism. In step S26 , the electronic control unit 2 acquires the physical quantity T of the actual attitude of the land vehicle and the rotation angle U of the steering mechanism by the dynamic sensing device 5 . Finally, as shown in step S28, the electronic control unit 2 judges that the land vehicle is traveling straight or turning with the first physical quantity of attitude, the second physical quantity of attitude or the third physical quantity of attitude according to the actual attitude physical quantity T and the turning angle U of the steering mechanism, and according to the land vehicle The hydraulic control command is adjusted according to the running state of the vehicle, and the hydraulic brake device 1 is driven to control the wheel speed W of each wheel 4_1 and 4_2 with the adjusted hydraulic control command.

According to the above-mentioned embodiments, the brake stabilization system and method thereof control the braking hydraulic pressure corresponding to all wheels on a single axle to be the same when the land vehicle performs the anti-lock mechanism for braking, so as to improve the braking stability. In addition, when the land vehicle is turning, the actual slip of the wheels and the target slip are controlled to improve the turning stability.

The above is only a preferred embodiment of the present invention, and is not intended to limit the present invention. Therefore, all equal changes and modifications based on the shape, structure, characteristics and spirit described in the scope of the patent application of the present invention shall be included in the scope of the patent application of the present invention.

1: Hydraulic brake device

11: Brake disc

12: Brake calipers

13: Hydraulic control unit

2: Electronic control unit

3: single axle

4_1, 4_2: wheels

5: Dynamic sensing device

52: Wheel speed sensor

53: Corner sensor

54: Attitude sensor

6: Brake switch

B: Brake signal

W: wheel speed

U: Corner

T: Actual attitude physical quantity

Claims (10)

A stabilized brake system is provided in a land vehicle, the stabilized brake system includes: a hydraulic brake device installed on multiple wheels on a single axle of the land vehicle; and an electronic control unit coupled to the hydraulic brake device and a dynamic sensing device, the dynamic sensing device is provided on the land vehicle, wherein the electronic control unit uses the dynamic sensing device to detect at least one of the wheel deceleration and the actual slip of each of the wheels, and When the electronic control unit receives a brake signal and judges that there is a brake operation and the deceleration of the wheel is greater than the first preset value or the actual slip is greater than the second preset value, the electronic control unit generates a plurality of hydraulic pressure Control commands, the plurality of hydraulic control commands are used to drive the hydraulic brake device to reduce the wheel speed of each wheel and control the wheel speed of each wheel to be greater than 0 during the braking process, and the multiple hydraulic control commands include boosting command, pressure sustain command or pressure release command, the priority of the pressure relief command is higher than the priority of the pressure sustain command, and the priority of the pressure sustain command is higher than the priority of the boost command, in the electronic control When the unit uses the dynamic sensing device to judge that the land vehicle is traveling in a straight line or the land vehicle is turning with the first attitude physical quantity greater than 0 and less than the third preset value, the electronic control unit uses the hydraulic control command with high priority replacing the hydraulic control commands with low priority, and using the same multiple hydraulic control commands to drive the hydraulic brake device to control the wheel speeds of the multiple wheels; wherein the electronic control unit uses the dynamic sensing device to determine the land vehicle When turning with the physical quantity of the first posture, reduce the target slip of each of the wheels, and drive the hydraulic brake device to control the actual slip of each of the wheels close to its corresponding target slip. The brake stabilization system as described in claim 1, wherein the plurality of wheels include a first wheel and a second wheel, and the land vehicle travels on a lane, and the electronic control unit uses the dynamic sensing device to judge the land vehicle When turning to the inside of the lane with the second attitude physical quantity greater than or equal to the third preset value and less than the fourth preset value, the first wheel is close to the outside of the lane, and the second wheel is close to the inside of the lane , the electronic control unit drives the hydraulic braking device with the pressure release command to increase the wheel speed of the first wheel, and increases the target slip of the second wheel, and drives the hydraulic brake device with the pressure maintaining command or the boost command The braking device controls the actual slip of the second wheel to approach the target slip. The brake stabilization system as described in claim 2, wherein the electronic control unit uses the dynamic sensing device to judge that when the land vehicle is turning with a third attitude physical quantity greater than or equal to the fourth preset value, the one with high priority The hydraulic control commands replace the low priority hydraulic control commands, and use the same hydraulic control commands to drive the hydraulic braking device to control the wheel speeds of the plurality of wheels. The brake stabilization system as described in claim 1, wherein the dynamic sensing device includes: a plurality of wheel speed sensors respectively arranged on the plurality of wheels and coupled to the electronic control unit, wherein the plurality of wheel speed sensors The sensor is used to respectively sense the wheel speeds of the plurality of wheels, and the electronic control unit is used to receive the wheel speeds of the plurality of wheels, and estimate the vehicle speed of the land vehicle accordingly, and the electronic control unit is used to The vehicle speed and the wheel speed of the plurality of wheels detect at least one of the wheel deceleration and the actual slip; a rotation angle sensor is arranged on the steering mechanism of the land vehicle and coupled to the electronic control unit , wherein the angle sensor is used to sense the angle of rotation of the steering mechanism; and An attitude sensor, coupled to the electronic control unit, and set on the land vehicle, wherein the attitude sensor is used to sense the physical quantity of the actual attitude of the land vehicle, and the electronic control unit is used to receive the rotation angle and the actual attitude The physical quantity is used to determine whether the land vehicle is traveling in a straight line or turning with the first attitude physical quantity. The brake stabilization system according to claim 4, wherein the attitude sensor includes a gyroscope, an inertial measurement unit (IMU), an inclination estimator, an accelerometer or a combination thereof. The brake stabilization system as described in claim 1, wherein the hydraulic brake device includes: a plurality of brake discs, respectively arranged on the plurality of wheels, wherein the plurality of brake discs are used to rotate with the plurality of wheels respectively a plurality of brake calipers, the positions of which respectively correspond to the positions of the plurality of brake discs; and a hydraulic control unit (Hydraulic Control Unit, HCU), which is coupled to the electronic control unit and connected to the plurality of brake calipers. When the control unit judges that the land vehicle is traveling straight or the land vehicle is turning with the first posture physical quantity, the electronic control unit drives the hydraulic control unit to squeeze the multiple brake calipers with the same multiple hydraulic control commands, and then The plurality of brake calipers are controlled to rub against the plurality of brake discs respectively, so as to control the wheel speeds of the plurality of wheels. The stable braking system as described in claim 1, wherein the braking signal is a braking voltage value, the electronic control unit is coupled to a braking switch of the land vehicle, and the electronic control unit is used to receive a controllable voltage value from the braking switch , when the land vehicle turns off the brake switch, the controllable voltage value is not equal to the brake voltage value, and when the land vehicle turns on the brake switch, the controllable voltage value is equal to the brake voltage value. A method for stabilizing braking, which is to control multiple wheels on a single axle of a land vehicle, the method for stabilizing braking includes the following steps: Detect at least one of the wheel deceleration and the actual slip of each wheel, and use a brake signal to judge that there is a brake operation and make the wheel deceleration greater than the first preset value or the actual slip greater than the second preset When setting a value, a plurality of hydraulic control commands are generated, wherein the multiple hydraulic control commands are used to drive the hydraulic brake device installed on the plurality of wheels to reduce the wheel speed of each wheel and control each wheel during the braking process If the wheel speed is greater than 0, the multiple hydraulic control commands include boost command, pressure maintaining command or pressure releasing command, the priority of the pressure releasing command is higher than that of the maintaining pressure command, and the pressure maintaining command The priority is higher than the priority of the pressurization command; and when the land vehicle is traveling in a straight line or the land vehicle is turning with the first attitude physical quantity greater than 0 and less than the third preset value, the hydraulic pressure with high priority The control command replaces the low-priority hydraulic control command, and drives the hydraulic brake device to control the wheel speed of the plurality of wheels with the same plurality of hydraulic control commands; when the land vehicle turns with the physical quantity of the first attitude, reducing the target slip of each wheel, and driving the hydraulic braking device with the same plurality of hydraulic control commands to control the actual slip of each wheel close to the corresponding target slip. The brake stabilization method as described in claim 8, wherein the plurality of wheels include a first wheel and a second wheel, and when the land vehicle is driving on a lane, the distance is greater than or equal to the third preset value and less than the third preset value. 4. When the second attitude physical quantity of the preset value turns to the inner side of the lane, the first wheel is close to the outer side of the lane, the second wheel is closer to the inner side of the lane, and the hydraulic brake device is driven by the pressure release command to increase the second wheel. the wheel speed of one wheel and increase the target slip of the second wheel, And the hydraulic brake device is driven to control the actual slip of the second wheel close to the target slip with the pressure maintaining command or the boost command. The brake stabilizing method as described in claim 9, wherein when the land vehicle is turning with the third attitude physical quantity greater than or equal to the fourth preset value, the hydraulic control command with high priority is used to replace the hydraulic pressure with low priority control commands, and drive the hydraulic braking device to control the wheel speeds of the multiple wheels with the same multiple hydraulic control commands.

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